S10 CLS & Auto Sig PDF

S 10
COLOUR LIGHT AND AUTOMATIC SIGNALLING
VISION : TO MAKE IRISET AN INSTITUTE OF

INTERNATIONAL REPUTE, SETTING ITS
OWN STANDARDS AND BENCHMARKS
MISSION : TO ENHANCE QUALITY AND INCREASE

PRODUCTIVITY OF SIGNALLING &
TELECOMMUNICATION PERSONNEL
THROUGH TRAINING
The Material Presented in this IRISET Notes is for guidance

only. It does not over rule or alter any of the Provisions
contained in Manuals or Railway Board’s directives.
INSTITUTE INDIAN RAILWAYS OF

SIGNAL ENGINEERING & TELECOMMUNICATIONS
SECUNDERABAD - 500 017
Issued in June 2013
S-10
COLOUR LIGHT AND AUTOMATIC SIGNALLING
CONTENTS
S.NO CHAPTER PAGE NO
1 Multiple Unit Colour Light Signal 1
2 Signal Aspect Control Circuit 15
3 Signal Indication Circuits 20
4 Triple Pole Lamps 24
5 Inner Distant Signal 30
6 LED Signal Units 35
7 Automatic Colour Light Signalling 44
8 Annexure – 1 56
9 Review Questions 58
Checked By IOS-3, JE (D), LS2, PS-1

No of Pages 59
Date of Issue June , 2013
Revision No A3
Incase of any suggestions please write to LS2/PS1 or mail to LS2/PS1, at email address
LS2@iriset.indianrail.gov.in, PS1@iriset.indianrail.gov.in
© IRISET
“ This is the Intellectual property for exclusive use of Indian Railways. No part of this publication
may be stored in a retrieval system, transmitted or reproduced in any way, including but not limited
to photo copy, photograph, magnetic, optical or other record without the prior agreement and
written permission of IRISET, Secunderabad, India”
http://www.iriset.indianrailways.gov.in
MULTI-UNIT SIGNALS
CHAPTER 1: MULTIPLE UNIT COLOUR LIGHT SIGNAL

1.1 Multi-unit Signals
The light units are specifically designed to avoid “phantom” effects in sunlight, which otherwise
might occur due to internal reflection and tend to give the impression of a cleared signal. Each
light unit comprises a low voltage concentrated filament lamp at the focal centre of a double
lens system in order to provide an efficient optical arrangement without the use of a reflector.
Colour Light Signals as the name implies give the different aspects both by day and
night by colours corresponding to the night aspects of semaphore signals. The multi-unit type
signals are of 2-unit, 3-unit or 4-unit type depending upon the number of aspects to be
displayed. They are made of cast iron, sheet metal or fiber reinforced plastic. The 4-unit type is
also derived by combining (2+2) units, (3+1) units or single unit also.
The grouping of the light units is usually vertical with the Red aspect the lowest so as to
be as close to the driver’s eye level as possible. In the case of a 3-aspect signal the green is
placed uppermost for the best sighting, whereas with a 4-aspect signal the two yellow aspects
must be as widely separated as possible to give a clear “double yellow” indication at a distance.
1.2 Advantages over Semaphore Signals
The following are the main advantages of multiunit colour light signals over semaphore
signals.
(a) The same aspect is displayed both by day and night.

(b) High intensity beams produced by these signals have great penetrating power. This
is important when atmospheric conditions are unfavourable. This increases the
range of visibility.
(c) No moving parts are used. Hence, maintenance required is less, No of failures is
also less.
(d) As the structure is light and small, mounting is easier.
(e) Backgrounds such as trees and buildings etc., which are bad backgrounds for
semaphore signals, are good backgrounds for colour light signals.
(f) Aspects can be displayed at driver's eye level.
(g) Long range of operation & very quick operation also.
The disadvantages of colour light signals are: -

(a) Close up view is difficult.
(b) Glare at night.
(c) Limited visibility on curves.
(d) Lamp failures are frequent.
(e) However with latest technology like LED Lamps, the above
Disadvantages can be minimised.
Page 1 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

MULTIPLE UNIT COLOUR LIGHT SIGNAL
1.3 Description
In multi-unit type a separate light unit is provided for each aspect to be displayed. The
main parts of a 3-unit type are shown in Fig.1.1 (a). Multiple Unit Colour Light signal units are
separated from each other and fitted one cast aluminium/ a sheet metal/ fiber reinforced plastic.
The light units are generally arranged vertically about 300mm apart green on top, yellow in the
middle and red at the bottom, for 3-aspect signal. Each signal unit is provided with a shield for
providing good background and each light unit with a hood to prevent sunlight falling directly on
the lens. Below the units a compartment with two terminal blocks for the termination of cable
and for internal connections is provided. Separate waterproof-hinged covers are provided for
the light units and terminal box. Multiple Unit Colour Light signal units are locked by universal
locks.
HOOD
CABLE TERMINATION BOX
MOUNTING
SOCKET
Fig.1.1 (a) 3-ASPECT - MACLS UNIT
IRISET Page 2
SIGNAL COLOUR LIGHT MULTI- UNIT TYPE
TOP PLATE
COVER
1. Clear Outer Lens
2. Coloured Inner Lens
3. Frame
4. Lamp Holder Unit
5. Bracket
6. Lamp
3
LIGHT UNIT
2
CLEAR LENCE
4 1 COLOUREDLENCE
TERMINAL BOX
MOUNTING SOCKET
Fig.1.1 (b) SIGNAL COLOUR LIGHT-MULTI UNIT TYPE
1.4 Normally the Red aspect is kept at the lower compartment at driver's eye level.
Breathing holes are also provided on the cover, one for each compartment to ensure ventilation.
Suitable expanded metal netting may also be provided over the external lenses to prevent
damage of the lenses. To increase the visibility, steel backgrounds are provided. Each aspect is
normally provided with a hood to shield the lens unit from external light. Reflectors are not used
in multiunit signals as it is necessary to ensure that outside light source such as that from an
engine headlight or sunbeam are not reflected back, through the lens to give phantom
indications to the drivers.

MULTIPLE UNIT COLOUR LIGHT SIGNALS
1.5 Focusing Arrangements
To ensure good visibility it is essential that the light unit is focussed to align the beam of
light towards the driver. As the red aspect is more important, it is kept at driver's eye level. For
the purpose of focussing all signals are fitted with lugs drilled with small apertures at the bottom
of the unit to form an aperture sighting arrangement. These two holes are aligned in the
direction of the approaching train. The mounting socket (turn table) is fixed on the post with
three bolts and by proper adjustment of these bolts; the entire unit can be titled either vertically
or horizontally for correct alignment of the beam of light.
The complete CLS unit is fixed over the turntable. It is useful to turn the unit both
horizontally and vertically for correct adjustment of the beam light.
For sighting a signal from a particular spot on the track, Sighting Apertures are provided
on the right side of the signal units on terminal box (two numbers). These two holes are
provided externally and aligned in the direction of the approaching train.
Signal Lamp Holder & Bracket- It will have slotted notches both in horizontal and vertical
position. Bracket is fixed over the conical casting of the signal unit. Vertically it can be aligned,
for vertical adjustment of focusing of the signal. In horizontal slotted notch the lamp holder will
be fixed for keeping the main filament exactly at the focal point of the lens combination.
Focus the aspect lamps as per the procedure explained below:
See that the signal post is in proper plumb and that all the fixing bolts of foundation
base and unit base are tight.
See if the unit is properly aligned with aspects turned towards the track at the farthest
Point, where the signal should be sighted first. If the unit seems to be away from or closer to the
track, loosen nuts on the turntable bolts and adjust its position. The curve or gradient within the
signalling distance shall be taken into account while doing it. Unit may be tilted forward or
backward, as necessary before fixing it.
Fix a sighting object at the point of maximum required visibility on track (minimum 200 m) or
place a man there with a walky-talky.
Now, for focussing of the lamp, loosen the fixing studs of lamp bracket moving it
gradually up and down, arrive at a position so that a complete round bright spot is formed at the
middle of outer lens. Fix the bracket in that position by tightening its screw studs.
Loosen the nuts on holder bolts below bracket. Moving holder to and fro, bring it to a
position at which the aspect is able to be sighted its brightest form from the maximum required
visibility distance. Tighten the nuts.
Finally moving along the entire sighting distance, make sure that the signal can be
sighted well and continuously for 200 m towards the signal from the farthest point of visibility.
Each CLS unit consists of
(a) Lens arrangement,

(b) Signal lamp
(c) Sig Transformer (110/12V,40VA )
IRISET Page 4
LENS ARRANGEMENT
1.5.1 Lens arrangement
Each aspect of a colour light signal is a complete light unit in it. Each unit comprises a
concentrated filament electric lamp accurately focussed behind an efficient lens system, using a
doublet combination of 2 lenses Fig.1.2 (a). These lenses are concave, convex, combination the
inner lens being coloured, red, yellow or green and the outer clear lens being a plane lens
(clear). The 5½" (140 mm) dia x ½" focus inner lens is stepped outside whereas the outer lens
is stepped inside and is of 8 ⅜" (213 mm) dia x ½” focus mounted on a conical casting of the
unit. Polycarbonate lenses are used as outer lens to increase signal visibility and these are
unbreakable lenses.
The advantages of a step lens over a plane convex lens are:
(a) Reduced variation in thickness, which reduces the light absorption.

(b) The improved accuracy of refracting surface.
(c) Saving in weight (about 1/7th of plane convex lens).
(d) Increased thermal endurance (max. safe tem. is about 1000C as against 450C in
case of plane convex).
(e) Flexibility in optical design, which enables better use of the light, emitted.
It would be impracticable to make a (213 mm x 100 mm) plane convex lens. The
strongest lens of that dia is of 11 ½ “focus, which only collects 6% of the light from the source.
A single step lens usually collects 20 to 25% of the light and the combination of 2 lenses are
used in multi-unit signal, known as toric combination which may collect upto 50% of the light
emitted due to reduction of focal distance by the combination of lenses.
Doublet lens is used on the unit because more beam candlepower is obtained by this
arrangement than with a single optical lens. The lens combination collects light from the lamp
through a solid angle of 1550 and refracts this into almost parallel beam of light. The amount of
useful luminous flux cannot be increased by using reflectors due to the possibility of phantom
indications from the reflected headlight of trains approaching on sunrays.
If accurately aligned and focussed, the clear visibility of these signals is more than 1000
m in bright sunlight. The visibility of the signal at close range is however poor on curves as the
driver passes out off the beam as he approaches the signals. This can be however remedied by
the use of spread light lens giving 80 or 160 or 320 angular deflection instead of the usual clear
lens. The greater the deflection the less efficient is the main beam and care has to be taken to
accurately align the signal for maximum sighting distance combined with good close range
visibility.
A driver standing very near a signal cannot read the signal properly as he is out of the
direct line of focus of the beam. To obviate such a situation, close up indications are provided
on the signal. This may be sidelight or deflecting prism in the outer lens. Where sidelights are
provided a separate side light lamp and optical system is used for each aspect so that there
cannot be any phantom indication in the main lens. The side light lamp is connected in parallel
with the main signal lamp. It consists of a lamp and a colour lens. The lamp rating is 12 V / 4 W
(SL 5) or 12 V / 6 W (SL 8) 2-Pin single filament. The code SL 5 indicates Signal Lamp serial
number five.
A deflecting prism (Fig.1.2 (a) & 1.2 (b)) is fitted to the outer lens which diverts a part of
the light as subsidiary beam at an angle of 350 from the main beam. This should be carefully
adjusted and kept either to the right or left of the track depending on the location of the signal to
give the best possible effect to a driver on the foot plate of an engine or cab standing at the
signal.

OUTER STEPED LENS
COLOURED LENS
DEFLECTING PRISM
Fig: 1.2 (a) SIDE VIEW OF STEPPED LENS Fig: 1.2 (b) FRONT VIEW OF LENS
The double lens unit used for long range signals has an outer lens of 8 ⅜" (213 mm)
diameter with 4 inch (100 mm) focal length and an inner lens of 5 ½ " (140 mm) diameter where
as that for short range signal the outer lens is 5" dia., and the inner coloured lens is 3.5/8" dia.
The focal point of this lens combination is (½ ") at the back of the inner lens. Due to short focus
of the 13 mm combination the lens collects 1550 of effective light from the front of the lamp. The
vazil rings and frame, which is hold the two lenses, are accurately machined so that when the
signal unit is assembled the lenses will be held in their correct positions. The inner lens is
coloured lens and stepped outside. Where as the outer lens is plane / clear lens and stepped
inside. The stepped surfaces of the outer and inner lenses face each other. As both the lenses
are concave convex, they help to throw a parallel beam of lights of high intensity.
1.5.2 Types of Multi-Unit Signals: -
Multi Unit colour light signals may be of short range or long-range type. The range of
visibility of long-range signals is not less than 1000 m and for a short-range signal 350m.
Doublet combination lens is used in both the cases but in short range type the outer clear lens
is 160 mm (6 ⅜") dia against 213 mm (8 ⅜”) clear lens used in long range signals. The coloured
inner lens with outside step in either case is of 140 mm dia (5½ "). The short-range type is not
generally used on Railways and the description given in this chapter pertains to long-range
signals.
Sl. DIAMETER NOMINAL

APPLICATION AND TYPE FOCAL
No
COLOUR LENGTH
1 Colour light signals multi unit 140 mm Outside step 13 mm#
type. Red / green/ Yellow
2 Colour light signals multi unit 213 mm Inside step with 102 mm
type (for stop signals only). Clear spread light.
3 Colour light signals, multi 213 mm Inside step with 102 mm
unit type (for stop signals Clear moulded prism for
only). close up indication
4 Colour light signals multi unit 213 mm Inside step without 102 mm
type (for permissive signals Clear moulded prism for
only). close up indication
5 Route indicator inner lens 92 mm Outside step 16 mm*
(Direction type indicator) Lunar white
IRISET Page 6
LAMPS USED FOR COLOUR LIGHT SIGNALS
Sl. DIAMETER NOMINAL
APPLICATION AND TYPE FOCAL
No
COLOUR LENGTH
6 Route indicator outer lens 125 mm Inside step with 70 mm
(Direction type indicator) Clear. moulded prism for
close up indication
7 Point & trap indicators, target 101 mm Inside step 89 mm
type (clear only) Red / Green / lunar
white /Clear
8 Semaphore signal lamps 136 mm Inside step 89 mm
Clear
9 Calling “ON” colour light 136 mm Inside step 89 mm
signal Yellow
10 Position Light Shunt signal 101 mm Inside step 89 mm
Lunar white
* The focal length refers to doublet combination of the lens with 127 mm dia x 70 mm focal
length inside step clear lens.
* The focal length refers to doublet combination of the lens with 213 mm dia x 102 mm focal
length inside step clear lens.
** The inside step clear lens, moulded out of polycarbonate material, shall confirm to Drg. No:
S - 24845
1.6 Lamps Used for Colour Light Signals
A signal lamp consists of a helix of tungsten wire mounted within a sealed glass
envelope. The tungsten wire or filament as it is called is so designed that it is raised to
incandescence by the flow of electric current through it when voltage is impressed, across its
terminals. The envelope is either evacuated or filled up with gas, which will not combine
chemically with tungsten filament even at high temperature. Although rapid chemical
decomposition of the filament is eliminated, the wire wears away gradually as the lamp "burns".
This process is called "evaporation", atoms of incandescence, which condenses and forms a
black deposit on the bulb.
A
Fig: 1.2 (c) TUNGSTEN FILAMENT
During the life cycle the lumen output or candlepower of the lamp diminishes, partly on
account of attenuation of the metal conductor, which reduces the wattage, consumed and partly
as a result of black deposit of tungsten, which has evaporated. In common type of signalling
lamps, the lumens output will have reduced to approximate, 15% just before the lamp fails.

The light output of a tungsten filament depends entirely upon the temperature at which it
operates, which in turn depends on the voltage impressed. This relationship is illustrated in
curve, of Fig. 1.3(a). The efficiency of the lamp as a light generating device also varies with the
filament temperature and voltage. This is shown in Fig. 1.3(b) by curve 'P'.
140
130
PERCENT LUMENS 350
120
300
110
PERCENT LUMENS OR
PERCENT LIFE
250
PERCENT PER WATT
100 PERCENT LIFE

PERCENT LUMENS
PER WATT 200
90
150
80
100
70
50
60
90 100 110 90 100 110
PERCENT VOLTS
PERCENT VOLTS
Fig: 1.3 (a) LIGHT INTENSITY Fig: 1.3 (b) LIFE OF LAMP
Light output and efficiency increase or decrease in proportion to the voltage impressed
on the lamp, but the life of a lamp decreases as the light output and efficiency increases. The
life, therefore, varies inversely with the voltage. It results from the fact that the rate of
evaporation is determined by the operating temperature of the tungsten wire. With higher
operating temperature, the rate of evaporation is greatly increased.
As the light output varies quite rapidly with variation in voltage, at 90% of the rated
voltage, the candle power of the lamp is reduced to about 70% of the value of full rated voltage.
Consequently, care must be exercised in reducing the lamp voltage that the intensity of the
beam is not reduced to a point where atmospheric conditions can affect the integrity of the
signal aspect.
Lamps burned at less than 80% of the rated voltage may have their filament temperature
reduced to a point where chromatic of the signal light colour will be affected. For colour light
signals a low voltage lamp (12 V) is preferred. Low voltage lamps take higher currents and
therefore, current density is higher. Higher current density gives higher temperature thereby
increasing light output and efficiency. A high voltage lamp (110 V /33 W) has resistance of
110 X 110
= 367 Ohm and 300 ma.
33
A thick filament would technically strong. Especially for the colour light signals kept
closer of the track and subjected to vibrations. A long filament will have most of its light outside
the focal point and hence the brilliance of the lamp will be effected.
IRISET Page 8
ILLUSTRATIONS OF LAMPS
50 2 mm
AUXILIARY
FILAMENT
MAIN
FILAMENT
14 mm 78 ± 5 mm
min.
42mm
0.5mm
SIDE VIEW
Fig: 1.3 (c) FILAMENT CONNECTED IN PARALLEL
135 135
3mm 0.5mm
90
PLAN FROM TOP OF BULBS, CAP DOWN
Fig: 1.3 (d) ILLUSTRATIONS OF LAMPS NOS. SL -17, 21 and 22
The following three types of signal lamps are generally available for use on multiple
aspect colour light Signals: -
Sl. Type of Light output

Rating of filaments
No. Signal in lumens
1. SL 17 Main filament 12 V / 16 W, Auxiliary filament 16 V / 12 W 150 lumens
2. SL 18 12 V / 24 W 275 lumens
3. SL 21 Main filament 12 V / 24 W, Auxiliary filament 16 V / 12 W 230 lumens
In the earlier installations of multiple aspect colour light signals, cascading arrangement
was not provided. Therefore, in those days and in such installations it was necessary to provide
double filament signal lamps so that even in case of main filament failure, the auxiliary filament
will be there to display the aspect though it may be very dim. This reduced the chances of
drivers coming across blank signals. But some Railways continue to use double filament lamp
even after (cascading) “Cutting-in” arrangement has been entered with the result that daily
complaints are being received from the drivers and motor-men of signals displaying conflicting
aspects such as Red and Yellow or Green and double Yellow etc. Because, the lamp proving
relays are not adjusted properly. If the signal is to function efficiently, the lamp proving relay,
connected to the OFF aspect signal lamp should drop only when both the filaments have fused
and the proving relay connected to the ‘ON’ aspect signal lamp should be capable of de-
energising when any one of the filaments has fused for timely detection.

To overcome the problem, Railway has switched over to the use of single filament lamp
(SL 18, 12 V / 24 Watt) for the “OFF” aspects of colour light signal where ‘cutting-in’ is provided.
If SL 18, 12 V / 24 W lamp is used where earlier SL 21, 12 V / 33 W lamp was in use for the
“OFF” aspect, there may be complaints from the drivers and motor-men regarding impaired
visibility of OFF aspect after the change-over. This argument is ill founded because it is evident
from the specification of the lamp and which has been verified from actual use that the light
output from the SL 18 lamp is much more than obtained from the SL 21 lamp. Even though the
wattage is less by as much as 9 W, still the light output is more by 45 lumens because in the SL
18 lamp there is only one filament and the same is correctly focussed at the focal point of the
lens whereas in the case of SL 21 there are two filaments and one of them have to be
necessarily out of focus. It is therefore SL 18, 12 V / 24 W lamps for the OFF aspects of multiple
aspect colour light signals where “Cutting-in” arrangement is already catered in the design of
circuitry.
Lamp failures with single filament lamps caused considerable traffic delays. This led in
the first place to devising an arrangement with 2 similar single filament lamps; the second being
normally comes in circuit by the failure of the first. As the second lamp will always be out of
focus, the visibility was greatly reduced and hence, the later development has the 2 filaments
known as "main" and "auxiliary" placed in the same envelope in the shape of double filament
lamps. These are classified as two pole known as double pole (parallel burning) or triple pole
(independent burning) as shown in Fig. 1.4(a).
135


135
PIN
90
DOUBLE TRIPLE POLE

Fig : 1.4POLE
(a) DOUBLE POLE Fig : 1.4 (b) HOLDER PINS
MAIN
BX110 110/12V BX 12
AUX
MECR
NX110
NX 12
Fig: 1.4 (c) SCHEMATIC WIRING DIAGRAM
Double Pole Double Filament lamps may have centre contacts of 2-pin bayonet cap or
triple pin type. As both the filaments are burning always, it is essential to maintain the auxiliary
filament at a lower voltage to prevent its failure before the main filament fails. As an example, in
the type SL 17 (12 V / 25 W) double filament double pole 3 pin lamps, main filament is rated at
12 V / 16 W and the auxiliary filament at 16 V / 12W. The other type of lamp used for multiunit
type is SL 21 (12 V / 33 W) double filament, double pole, 3 pin in which the main filaments is
rated at 12 V 24W and the auxiliary 16 V / 12 W. The main horizontal filament is placed at the
focal point of the lens combination whereas the vertical auxiliary filament is slightly away.
IRISET Page 10
DIMENSIONS OF SIGNALLING LAMPS
In order to ensure that the main filament is at the correct focal point 3-pin caps are used.
As shown in Fig.1.4 (b), the three pins are not at 120 deg apart and hence, insertion of the
lamps in any position other than the desired position is not possible. The lamp has 2 bases, the
inner one is for sealing the envelope and the top one with the pins is used for rebasing to get
the filaments in the correct position. In SL 21, one filament is horizontal in position and other
filament is vertically placed. As the two filaments are burning simultaneously, at the place of
crossing of the filaments, more heat is generated and the filament is fusing earlier. So the life of
the lamp getting reduced. This is the hot spot problem. To overcome this problem, triple pole
lamps came in existence. In these lamps, the common connection of the filaments is connected
to the shell and the other end of each of the filament connected to the contact plate Fig.1.4 (a).
With triple pole lamps, a lamp-proving relay (MECR) is used in series with the main filament.
When the main filament fails, the auxiliary filament is brought in circuit through the de-energised
contact of the MECR Fig.1.4 c. As both the filaments are not burning together the auxiliary
filament can also be rated at the same voltage (12 V) as that of the main filament.
In SL 21 double Pole, double filament and the main filament is horizontally located with
the ratings of 12 V/ 24 W and the auxiliary filament rating of 16 V/12 W vertically placed. In
these lamps, when main filament fused the auxiliary filament came into circuit with a dim light
because of less wattage.
In SL 35A Triple Pole, double filament and both filaments are kept horizontally located
with the ratings of 12V / 24 W main filament and auxiliary filament.(12 / 24 W )
In SL 35B Triple Pole, double filament and both filaments are kept horizontally located
with the ratings of 12 V / 33 W &12 /33 W for both main and auxiliary filaments.
Table-1 Dimensions of Signalling Lamps (B.S. Specification No.469)
PURPOSE * Types
Rating
Ref. Recommended Watts Remarks
Volts
By RDSO
Signal and point Indication

behind levers. Signal box
*SL5 diagrams, multi lamp route 12 4 V or Bow filament
indicator with parallel
connection
12 Main 16
*SL17 Multi Aspect CLS. Double Pole
16 Aux 12
12 24
*SL21 Multi Aspect colour light Signal Double Pole
16 12
Illuminated diagrams and

*SL30 12 1.2 V or Bow filament
control panels.

Table-1 Dimensions of Signalling Lamps (B.S. Specification No.469)
PURPOSE
Rating
Ref. * Types Recommended Watts Remarks
Volts
By RDSO
Illuminated diagrams and Red end piece, Yellow
SL 30 24 24
control panels. end piece.
*SL 33 Position light junction 110 25 -
Multi lamp type Route indicator

*SL 13 6 1.2 V or Bow filament
with series connections
*SL 18 Multi Aspect colour light Signal 12 24 -
Sl. RATING Specified

No. Reference Volts Watts Life in hours
1 SL 5 12 4 100
2 SL 21 12 33 1000
3 SL 30 12 16 1000
4 SL 31 24 1.2 -
5 SL 33 110 25 500
6 SL 18 12 24 1000
7 SL 35A 12 24 1000
8 SL 35AL 12 24 5000
9 SL 35B 12 33 1000
10 SL 35BL 12 33 5000
The following are the important instructions for the maintenance of signal lamps: -
(a) Lamps must be replaced with similar lamps.

(b) Lamps must be inspected at intervals specified by the officials to see that they are
burning properly.
(c) Receptacle and base of lamp must be clear to ensure proper contact.
(d) Care must be exercised when replacing lamps to see that the pins in the base are turned
to the end of the slots in the receptacle and forced into place by the contact spring.
(e) Applied voltage must not be more than the rated voltage of the lamps and should not be
more than 90 % of the rated voltage (10.8 V). Not less than 80% percentage of the rated
voltage (9.6 V).
(f) Lamps should be stored in clear dry place.
(g) Where practicable, signal lenses roundels and reflectors should be cleaned without
removing the lamp.
IRISET Page 12
SIGNAL TRANSFORMER
(h) Voltage reading at lamp must be taken each time when the lamp is replaced.
(i) Double filament lamps must be replaced when one filament fails.
(j) New lamps should be handled carefully and as little as possible before placing in
service. Jerking should be avoided so that filament will not be distorted.
(k) Maintainers should not carry lamps in their toolboxes. A spare lamp should be stored in
one apparatus case near every station.
Records of Signal lamp failure
Signal lamp failure should be maintained as under given table:
S.No Type of Signal Lot no. Lamp testing Voltage on Lamp

lamp and date lamp holder replacement
make terminal date
1 2 3 4 5 6
1.7 Signal Transformer (IRS: S 59)
The rated voltage of colour light signal of multiunit type is 110 V 50 C/S AC (high
voltage) or 12 VAC (low voltage). Usually the high voltage is used for CLS. The low voltage
type is preferred where the signal lamp is fed from a standby battery.
In the high voltage type a transformer 110 / 12 V / 40 VA 50 C/S is provided for each
aspect in the respective unit. Without a transformer, if the lamp is directly connected to the
cabin as the lamp current is about 3 A (for SL 21 12V / 33W), the voltage drop in cable will be
very high. As an example, let us assume a cable resistance of say 10 ohms, the voltage drop
being roughly 30 V. Hence, the voltage to be maintained at the cabin is about 42 V, and in this
case, most of the power supplied is lost in the cable. Further, the voltages to be maintained at
the cabin will have to be different for different signals, as all signals are not located at the same
distance. Use of a transformer at the signal reduces the current in the cable to about 33 W /
110 V = 0.3 A.
Hence, the drop in voltage under the same condition will be only (0.3 A X 10 OHMS)
about 3 V out of 110 V supplied. Hence, the voltage drop is negligible and the same 110 V
supply can be used for all signals. Tapings are provided either on primary side or on secondary
side of the transformer to get the specified voltage across the lamp irrespective of line drop and
drop due to series repeating apparatus, in the figure 1.6.

PRIMARY
SIDE
SECONDARY
SIDE
Signal Transformer (110/12, 40 VA)

CABIN
BX110 SIGNAL
110
OTHER CONTROLLING
CONTROLS CONTACTS 0.5V
1.0V
13V
14.5V
16.0V
NX110
0
Fig: 1.6 TYPICAL CIRCUIT DIAGRAM
Transformer rating is 110 V / 12 VAC, 40 VA, 50Hz. Minimum capacity of the

transformer is 40 VA continuous. No load current shall not be more than 15 mA
No load voltage – Full load voltage

% Regulation = x 100
No load voltage
% Regulation measured on secondary side shall not be more than 15%. Signal
Transformers are available in two types.
(a) IRS type (IRS: S-59). It is having tapping on secondary winding.
(b) Siemens type: It is having tapping on primary winding.
Voltages mentioned above on Transformer tapping are nominal voltages at “No Load”.
Insulation Resistance shall not be less than 100 MΩ with 500 VDC Megger. It shall be
measured between the core and each winding and also between the primary and secondary
windings.
NOTE: As per Railway Board’s Letter No.96/Sig/M/4 dated 01.10.1997, 110 VAC feed system
should be provided on all colour light signal installations.
IRISET Page 14
INTRODUCTION
CHAPTER 2: SIGNAL ASPECT CONTROL CIRCUITS

2.1 Introduction
In CLS, a Signal Control Relay must always control the signal. Without a control relay,
the signal may have no aspect, when the signal lever is left in a mid-position. To make the
circuit simple, signal aspect control relays are introduced. For 2-aspect signal, one control relay
is required. Similarly for 3-aspect signal, two control relays; and for 4-aspect signal three
control relays are required.
2.2 Two-Aspect Colour Light Signal Control Circuit
The relay HR is controlled through the selection circuit proving all the conditions
including signal/lever/button-operated contacts. The energisation of this relay connects "OFF"
Aspect YELLOW. If any one or more conditions required to take OFF the signal is not fulfilled
HR is de-energized and the signal is maintained at "ON" Aspect. 2-Aspect Signal Lamp Control
Circuit is given in Fig.2.1.
TWO-ASPECT CONTROL TABLE
S.No RELAY CONDITION ASPECT

1 HR  HG
2 HR  RG
RELAY ROOM LOCATION

BX110 HR 110/12 V
HG
NX110 HR
HR 110/12 V
RG
HR
Fig 2.1 TWO-ASPECT CLS CONTROL CIRCUIT (LOOP LINE STATER)
2.3 Three-Aspect Colour Light Signal Control Circuit (STOP SIGNAL)
In this circuit HR and DR (two) control relays are used. Where HR is a Yellow Aspect
control relay and DR is a Green Aspect control relay. HR relay is energized proving the
conditions required up to next signal and overlap in advance of it. DR relay is controlled by the
off aspect (Y or G) of the 3-Aspect Signal in advance. When HR itself is not energized the
signal is maintained at Red Aspect irrespective of the Signal Aspect ahead. When HR is
energized Yellow Aspect is selected through HR relay front contact. . When DR is energized
Green Aspect is selected through HR &DR relay front contacts.
A front contact of DR relay is used for green aspect lamp circuit. A back contact of DR
relay in yellow lamp circuit is used to prevent both yellow and green lamps lighting up when DR
picks up. The control circuit for 3-aspect stop signal is shown in Fig.2.2.

SIGNAL ASPECT CONTROL CIRCUITS
THREE-ASPECT CONTROL TABLE

1 HR  + DR  DG
2 HR  + DR  HG
3 HR  RG
RELAY ROOM LOCATION

BX110 HR DR 110/12 V
DG
NX110 HR DR
DR 110/12 V
HG
DR
HR 110/12 V
RG
HR
Fig. 2.2 THREE-ASPECT CLS CONTROL CIRUIT (STOP SIGNAL)
THREE ASPECT SIGNAL
IRISET Page 16
THREE ASPECT C L S CONTROL CIRCUIT
2.4 Three-Aspect Distant Signal Control Circuit (PERMISSIVE SIGNAL)
In this case, the green aspect-controlling relay of the distant (DR) is controlled through
home signal DR Relay. The attention aspect controlling relay HHR is energized whenever the
Home Signal is OFF irrespective of whether the route is set for the straight or turnout (loop line).
Distant signal clear aspect (Green) will lit only when run through permitted on main line.
Normally, the distant signal displays yellow through DR back contact. When HHR energizes the
signal displays double yellow i.e. the top yellow lamp is lit through HHR front, and bottom yellow
is lit through DR back contact. The green aspect is displayed through HHR back and DR front
contacts. The control circuit for a 3-Aspect distant signal is given in Fig.2.3.
THREE-ASPECT CONTROL TABLE
1 HHR  + DR  HHG
2 HHR  + DR  DG
3 DR  HG
110/12 V
110/12 V
110/12 V
Fig. 2.3 THREE-ASPECT CLS CONTROL CIRUIT (PERMISSIVE SIGNAL)
2.5 Four-Aspect Colour light Signal Control Circuit: They are two methods
2.5.1 First Method

In this case, both HHR & DR are not allowed to energize at a time. HHR picks up only when the
signal in advance displays Yellow aspect. DR picks up only when the signal in advance
displays Double Yellow or Green aspect. When HR is up, the bottom Yellow is brought in circuit,
which is maintained to given double Yellow aspect when HHR picks up. When DR is up, this
Yellow lamp is disconnected and Green lamp is connected through HR-Front and DR-Front
Contacts. This is shown in Fig 2.4.This method is used in Absolute Block working.

SIGNAL ASPECT CONTROL CIRCUITS
FOUR-ASPECT CONTROL TABLE

1 HR  + HHR + DR  HHG
2 HR  + HHR  + DR  DG
3 HR  + DR  HG
4 HR  RG
RELAY ROOM LOCATION

BX110 HR HHR DR 110/12 V
HHG
NX110 HR HHR DR
DR HHR 110/12 V
DG
DR HHR
DR 110/12 V
HG
DR
HR 110/12 V
RG
HR
Fig. 2.4 FOUR-ASPECT CLS CONTROL CIRUIT
2.5.2 Second Method
When HR is de-energized, the signal will display Red aspect. When HR alone is energized
and the next signal is at "ON" the signal displays YELLOW aspect through DR back contact.
When HHR is energized in addition to HR and the next signal is showing Yellow, the signal
displays attention (Double Yellow) aspect. When DR is energized in addition to HR & HHR and
the next signals is showing attention (Double Yellow) or proceed (Green), the signal displays
GREEN aspect shown in Fig 2.5.This method is generally used in Automatic Block signalling.
FOUR-ASPECT CONTROL TABLE

1 HR  + HHR  + DR  HHG
2 HR  + HHR  + DR  DG
3 HR  + DR  HG
4 HR  RG
IRISET Page 18
FOUR ASPECT CLS CONTROL CIRCUIT
FOUR-ASPECT SIGNAL
RELAY ROOM LOCATION
HHG
NX110 HR HHR DR
DR 110/12 V
DG
DR
DR 110/12 V
HG
DR
HR 110/12 V
RG
HR
Fig. 2.5 FOUR-ASPECT CLS CONTROL CIRUIT

SIGNAL INDICATION CIRCUITS
CHAPTER 3: SIGNAL INDICATION CIRCUITS

3.1 INTRODUCTION
As no backlight is provided on colour light signals, the aspects of the signals are
repeated in the cabin when the signals are either manual or semi-automatic/Automatic. Even
though in lever controlled signals all the aspects are repeated individually, it is often considered
sufficient to give only two indications, one for 'ON' and the other 'OFF' indication common for all
'OFF' aspects. As cabin indicator used for lever-controlled signals is designed as a single unit
so arranged that additional units can be bolted to the top of it. Any number of units (2 or 3 or 4)
can thus be used to form a multi-aspect indicator. The case is of black moulded insulation and
the pull off door of the same material at the back of the case provides easy access to the lamp
holder. For signal repeating, it is usual to have a coloured dome glass of about 1 1/4" dia, the
colour corresponding to the aspect repeated. (The same indicator can be used for repeating
point indications and in such case the coloured dome will be replaced by a ground glass with
stencils N or R behind it). The lamp used is SL 5, 12 V / 4 W single filament bayonet cap 2-pin
type.
3.2 The methods adopted for repeating signal aspects are
(a) Using current transformer method.

(b) Using signal proving relays method.
3.2.1 INDICATION TRANSFORMER METHOD
The first method uses a current transformer shown in (Fig.3.1). Transformers working
with the same principle are used for indication purposes and hence, they are called indication
transformers.
When the signal lamp is burning the current drawn by the signal transformer primary is
large to compensate for the secondary load ampere-turns. Hence, the ampere turns produced
in the primary and therefore, in the secondary of the current transformer are more which gives
nearly 10 V for the indication lamps to light up. When the signal lamp is fused, the signal
transformer draws less current and therefore, the current in the primary of current transformer is
reduced. This reduces the secondary induced emf and therefore the lamp is dim. This current
transformer having the indication lamp (12 V / 4 W SL 5) directly connected is known as I type.
The primary current is in the range of 0.3 A, the voltage ratio primary to secondary is 10/7 volts
+ 5%. The secondary load is 2.5 VA at 7 V. If the cascading arrangement is to be provided,
ECR methods are used.
Drawbacks:
(a) Dim glow indication may appear in case of signal lamp failures.
(b) Not suitable for cascading arrangement.
(c) Failure of the indication lamp affects the signal lamp voltage.
IRISET Page 20
ECR METHOD
BX110 HR 110/12 V, 40VA
300 ma
HG
NX110 HR I-Type Transformer
2.5VA
HGKE
SL 5 (12V/4W)
HR 110/12 V, 40VA
RG
HR I-Type Transformer
RGKE
SL 5 (12V/4W)
Fig: 3.1 INDICATION TRANSFORMER METHOD
3.2.2 ECR METHOD
(a) ECR Method using ‘ L’-type Transformer
This method is suitable where the signal lamps are directly fed from the cabin, for
AC RE area & Non-RE area. Fig 3.2 (a,b)
In this, L-type current transformer is connected in series with lamp circuit (i.e.,
with primary of signal lamp transformer). L-type Transformer is suitable for low current
in the range of 300 mA On the primary; the secondary develops 9 V across it. The
capacity of the L-type transformer is 0.09 VA. The voltage ratio is 0.5 V / 9V, +5%.
BX110 HR 110/12 V, 40VA
300 ma
HG
L-Type Transformer
NX110 HR
0.5V
0.09VA
9V
HECR
HR 110/12 V, 40VA
RG
L-Type Transformer
HR 0.5V
9V
RECR
Fig: 3.2 (a) ECR METHOD BY L - TYPE TRANSFORMER

TRIPLE POLE LAMPS
RELAY ROOM
B24 HECR HGK N24
SL 31 (24V,1.2W)
RECR RGK
SL 31 (24V,1.2W)
Fig: 3.2 (b) INDICATION CIRCUIT
The Bridge rectifier is connected across the secondary of the L-type current
transformer.
If the signal lamp burning, then the ECR picks up; and if the signal lamp is fused
or not glowing, then the ECR drops. Concerned indications will appear on the panel
through ECR contacts.
(b) ECR Method using ‘H’-type Transformer
In this, H-type current transformer is connected in series with the secondary side
of the signal transformer. H-type current transformer is suitable for high current in the
range of 2.5 A on primary the secondary develops 9 V across it. The capacity of the H-
type transformer is 0.09 VA. The voltage ratio is 0.3 V / 9 V; +5%. The Bridge rectifier is
connected across the secondary of H-type current transformer. Lamp checking relay
called as ECR is connected to the output of the rectifier. When the signal lamp is glowing
the concerned ECR picks up. Then its repeater relay picks up in the cabin. When the
signal lamp is fused or not glowing, the concerned ECR drops. There by its repeater
relay also drops. Signal lamp indications in the cabin are given through the contacts of
ECPRs. Fig 3.3 (a, b and c).
RELAY ROOM LOCATION

110V/12V , 0.3V
BX110 HR 40 VA H-Type
2.5A 0.09V
HECR HG
NX110 HR
0.3V
HR 110V/12V
40 VA H-Type
2.5A 0.09V
RECR RG
HR
Fig: 3.3 (a) ECR METHOD BY H - TYPE TRANSFORMER
IRISET Page 22
INDICATION CIRCUIT
RELAY ROOM LOCATION

RECR B24
RECPR
RECR
HECR N24
HECPR
HECR
Fig: 3.3 (b) ECR REPEATERS CIRCUIT
RELAY ROOM CABIN

B24 HECPR HGK N24
SL 31 (24V,1.2W)
RECPR RGK
SL 31 (24V,1.2W)
Fig: 3.3 (c) INDICATION CIRCUIT
Advantages of ECR Methods:

(i) Less line voltage drop.
(ii) Failure of indication lamp does not affect the signal lamp voltage.
(iii) Contacts of ECR can be used for the circuits requiring the proving. When the
signal lamp fails the supply for the indication lamp is completely cut off thus
avoiding the dim glow.
Drawback:
It is costly since lamp proving unit and separate 24 VAC or 12 VAC indication supply is
required.

TRIPLE POLE LAMPS
CHAPTER 4: TRIPLE POLE LAMPS

4.1 Introduction
Measures are being taken to improve the safety & punctuality of railway traffics.
Signalling system plays a vital role in running the trains at higher speed with utmost safety to
passengers & carrying materials in goods. One step in the direction of improving the punctuality
of the train is the signalling arrangements. In signalling arrangements glowing of signalling
lamps are the main tools for giving proper communication to driver through the indication in non-
verbal fashion. 15 to 20 percent of the signalling failures causes due to no light of signalling
lamps on account of lamp fusing or any other causes. This is hampering the punctuality of the
train running.
In colour light Signalling, where there is no cutting-in arrangement, lamps SL 21, 12 V /

33 W double filament 3-pin are used. In case of cutting in arrangement, single filament 2-pole
3-pin lamps SL 18, 12 V / 24 W used for OFF aspect. But in this system there is a chance of
signal going blank if ON aspect also fuses. The fusing of signal lamps failures contributes failure
on account of signal. To arrest the failure due to the signal lamp fusing the schedule of
replacement of signal lamp is fixed according to the aspects. (Forty-five days or thousand hours
for ON aspects and 90 days for OFF aspects. It is varied railway-to-railway, division-to-division
with local orders.
4.2 Problems with 2-filament and 2-pole lamps (Fig 4.1 (a))
(a) The main problem is that both the filaments lit at a time & on fusing of main filament,
ECR drops & even when the signal is glowing at the site. Therefore the incidences of
signal failures & detention of the train on approach are more in the existing system.
(b) Lamps are schedule to be placed periodically hence it doesn't only involve the up
keeping of records but also large number of signalling lamps required annually.
(c) To have better reliability these lamps are required to be pre-stressed for a given
period before using them on site. This also bears additional burden over the signal
staff.
4.3 Introduction of triple pole lamps
It was decided that above mentioned anomalies of conventional lamps must be

removed & a more reliable signal lighting arrangement with lesser inputs is required. This
decision gave a birth to the concept of "TRIPLE POLE LAMP” Fig 4.1 (b).
Fig 4.1(a) DOUBLE POLE LAMP Fig 4.1(b) TRIPLE POLE LAMP
IRISET Page 24
TRIPLE POLE LAMP HOLDER
As the name suggests in this lamp, in place of 2-poles of conventional type there is an
additional third pole, which is used to prevent the disconnection of lamp circuits, when the main
filament fused. There are 2-filaments in this lamp. These filaments are connected to third pole
with one common pole for the both the filaments. As such when the signal is lighted, auxiliary
filament, which is connected to the 3rd, remains idle. The auxiliary filament lighted as soon as
the main filament is fused. Simultaneously an indication regarding the fusing of the main
filament is given in the cabin so that lamp can be replaced before the failure of auxiliary
filament; this prevents the signal becoming no light. With these arrangements, the chances of
signal becoming no light due to lamp fusing are drastically reduced.
TRIPLE POLE LAMP WITH HOLDER
4.4 Triple Pole Lamps
In Triple pole lamps, there are two filaments of equal wattage. The main filament lits
normally and the auxiliary filament serves as a standby, to be switch ON when main filament
fuses. Since both the filaments have the same ratings and lumen output, the visibility of CLS is
not so affected when the main filament is fused and the auxiliary filament is switched ON. The
new design of the lamp has been developed with RDSO in which the two filaments are provided
in parallel configuration to avoid possibilities of hot-spot formation.
The circuit arrangement for triple pole lamp is shown as per RDSO Drg.No.SDO/RRI-
263. In this H-type transformer is used as per IRS: S62 with certain modifications in the
secondary side of the signal transformer MECR unit can be connected to the signal lamp circuit.
MECR unit shall be fixed inside the signal unit or in the signal location box. This MECR
unit basically consists of one H-type current transformer and the transformer secondary output
voltage is rectified and the rectified out voltage is connected to one miniature relay (MECR).
This relay gives the condition of main filament of the triple pole lamp.
This relay picks up when the main filament is burning. It drops when the main filament is
fused. Then through the back contact of this relay auxiliary filament lits. In the auxiliary filament
circuit path 1 Ohm, 15 W resistor is provided in series with the MECR back contact to bring the
main filament first in circuit when the aspect is switched ON.
In the new installations and in the old installations wherever possible, the railways may
cater for the additional conductors required for providing the individual "Signal MECR" indication
shall be provided.

TRIPLE POLE LAMPS
S1
BX 110V DG
110V/12V
1 2
NX 110V
MECR
DMECR 115W 3
S1
S1 DMECR B24
MECR S1
50 m.sec HMECR
S1
RMECR
N24
Fig. 4.2 RDSO TRIPLE POLE LAMP CIRCUIT WITH MECR
S1 MECR is normally up and made slow to release to avoid wrong indication at the time
of aspect changing. S1 MECR down indicates that main filament is fused for its aspect burning
at that time. In the existing installations due to shortage of available conductors, railways may
decide, to give a common indication to the maintenance staff by suitable grouping of signals.
Signal lamp main filament checking (MECR) relay circuit using triple pole signal lamp is
shown in Fig.4.2
The following are the triple pole lamps used in our Indian Railways:
Bulb No. Rating Life Applications
Normally used for OFF Aspect in CLS,
SL 35A 12 V / 24 W, 24 W 1000 hours
with or without cascading arrangement.
SL 35AL Normally used for ON Aspect in CLS,
12 V / 24 W, 24 W 5000 hours
(Longer life) with or without cascading arrangement.
SL 35B 12 V / 33 W, 33 W 1000 hours Normally used for OFF Aspect.
SL 35BL
12 V / 33 W, 33 W 5000 hours Normally used for ON Aspect.
(Longer life)
4.5 Inputs required

4.5.1 Materials
(a) Triple pole double filament lamps.
(b) Triple pole lamp holder with base.
(c) Switching unit (MECR).
(d) Push button switch.
(e) Buzzer, indication lamps.
(f) PVC wire.
(g) ARA terminals & other accessories.
IRISET Page 26
SIGNAL LAMP CHECKING & ALARM CIRCUIT (TRIPLE POLE)
4.5.2. Additional requirements
(a) 2- Spare cores from signal location to relay room for MECPR (Q-Style) is required.
(b) 1-extra core for each aspect in tail cable form location to signal post.
(c) If there is no space in the location for providing RMECR, HMECR, DMECR relay &
indication transformers then extra location is also required.
4.6 Advantages
(a) Reduction in number of signal failures due to lamp fusing.
(b) No detention of trains even when the main filament is fused.
(c) Reduction in maintenance staff.
(d) Reduction in the duration of failures as indication of main filament fusing appears in
the cabin immediately.
(e) Periodical replacement of lamp avoided.
(f) Generally pre-stressing of lamp is not required.
MECR

TRIPLE POLE LAMPS
RELAY ROOM LOCATION
HHG
HHMECR
115W HHMECR
NX110 HR HHR DR
HHECR
DR HHR 110/12 V DG
DMECR
115W DMECR
DR HHR
DECR
110/12 V
DR HG
HMECR
115W HMECR
DR
HECR
110/12 V RG
HR
RMECR
115W RMECR
HR
RECR
Fig 4.3 4-ASPECT LAMP CONTROL CIRCUIT (TRIPLE POLE)
A Typical four aspect signal lamp control circuit with triple pole lamps showed Fig no 4.3
which is being used in RE area with double cutting arrangement.
IRISET Page 28
ADVANTAGES
B24 UPMECR ACK.PB N24

P
GXPR
GXPR
UPMECR ACK.PB
P
ACKNR
ACKNR
GXPR ACKNR
BELL
INDICATION
OTHER SIGNAL
OTHER SIGNAL
DMECR DMECR
HMECR DMECR HMECR
50 m.Sec RMECR RMECR RMECR

7 5 7 5 7 5
UP MECR
RMECR RMECR RMECR
8 6 8 6 8 6
HMECR DMECR HMECR
DMECR DMECR
B24
N24
Fig 4.4 SIGNAL LAMP CHECKING & ALARM CIRCUIT WITH TRIPPLE POLE LAMP
MECR Alarm circuit (Fig No.4.4): Signal Lamp filament Proving Relay (GXPR) is normally up.
If the main filament is fused, then the concerned aspect MECR drops. There by the concerned
signal/signals group MECR in the cabin drops. In this circuit UPMECR drops. Dropping of
UPMECR drops GXPR. Through GXPR back contact and ACKNR (Failure Acknowledgement
Relay) back contact BELL rings and failure indication lit. BELL stops only after pressing the
ACK.PB (Acknowledgement Push Button), since ACKNR picks up through UPMECR-B and
ACK.PB pressed contact path. After replacing the signal lamp UPMECR picks up, results
ACKNR drops. Through GXPR-B and ACKNR-B contact BELL rings again for
acknowledgement of failure rectification. After pressing ACKPB through ACKPB-pressed
contact, GXPR picks up. Picking up of GXPR disconnects the supply to BELL and indication.

INNER DISTANT SIGNAL
CHAPTER 5: INNER DISTANT SIGNAL

5.1 Introduction
In a multiple aspect colour light signalling system (MACLS), the driver of a train is
warned of the approaching stop signal by a permissive signal. This signal, called the distant
signal, is located at an adequate distance in rear of the stop signal, the aspect of which it pre-
warns. An adequate distance of one Km has been normally adopted by Indian Railways. This
distance together with the distance at which the warning board is located in rear of the distant
signal is adequate for a driver to stop his train at the stop signal in case it is at ON. The braking
distance (adequate distance) is reckoned from the warning board and not from the distant signal
in the existing system of multiple aspect colour light signalling. This arrangement is considered
satisfactory upto certain speeds and haulage capacity of trains.
Fig. 5.1 DISTANT SIGNAL
5.2 With increase in speed and haulage capacity of passenger and goods trains, the above
mentioned distance is not sufficient, which brings out the braking distances required for some of
the loads and speeds. A general rule (GR) 3.07(6) stipulates that "Wherever necessary more
than one distant signal may be provided. In such a case the outer most signal, to be located at
an adequate distance from the first stop signal shall be called the distant and the other called
the inner distant signal”.
From the above, it can be seen that even though in the present system of MACLS the
distant signal can be placed at adequate distance in the rear of home signal, placing it more
than 1 Km where higher adequate distances are required is not recommended by GR. In such
cases, the GR recommends placing of second distant signal. This may be to enable the driver
not to forget the aspect of the signal he has picked up in case of too much distance between
subsequent signals.
5.3 Provision of a second distant signal
Comprehensive instructions regarding placing of second distant signals have been

issued by Railway Board/RDSO. According to this, the existing distant signal shall continue and
an additional distant signal shall be placed at 1 Km from the existing distant signal in rear. The
warning board in such cases shall be dispensed with. This provides a distance of 2 km, which
may not be sufficient in certain cases.
Fig 5.2 INNER DISTANT SIGNAL

The IB signals are also provided with second distant signals, interlocked level crossing
gates which are also provided with second distant signals. With the new signalling arrangement
drivers encounter a signal in the block section at every 1.5 to 2 Km approximately. At some
locations, the signals such as Advance starter and IB home signal had to be combined with the
second distant signal.
IRISET Page 30
ASPECT CONTROL CHARTS
5.4 Aspect Control Chart (Single Distant Territory)
Distant Main
Sl. Adv.
Indication to Driver Signal Home Signal line
No Starter
starter
1 May stop at home Yellow RED RED RED
2 May stop at main line Double Yellow RED RED

starter yellow
3 To stop at loop starter Double Yellow with - -
(or) pass via loop line Yellow Route Indicator
4 To run through Green Green Green Green
Note : As per railway board letter No-2009/Safety (A&R)/19/24 dated 27-07-2010,

Distant signal will display GREEN ASPECT only for run through on Main Line
5.5 Aspect Control Chart (Double Distant Territory)
Inner
Sl. Distant Main line Adv.
Indication to Driver Distant Home Signal
No Signal starter Starter
Signal
1 May stop at home Double Yellow RED RED RED
yellow
2 May stop at main line Green Double Yellow RED RED
starter yellow
3 To stop at loop starter Double Double Yellow with - -
(or) pass via loop line yellow Yellow Route Indicator
4 To run through Green Green Green Green Green
5.5 Advantages
(a) Driver can know the information of the signals ahead well in advance (2 Km in
advance).
(b) Confidence in the driver is increased since he is having sufficient breaking distance
for high speeds.
(c) Sectional average speed is improved.
(d) Goods warning board is not required.

5.6 Inner Distant and Distant Signal Control Circuit (Fig 5.4)
INR DIST DR & INR DIST HHR are controlled directly by the Home Signal aspects. INR
DIST HHR picks up when Home Signal is displaying yellow, through Home HR,HECR front and
INR DIST DR back contacts, INR DIST HHR Pickup.. Inner distant DR picks up only when
Home Signal is displaying green aspect (controlled by Home Signal HR, DR & Home DECR
front contacts And INR DIST HHR back contact). The indication circuit is similar to the aspect
control circuit.
As there are 2 yellow lamps in this signal for the display of double yellow aspect, When
INR DIST HHR is picked up, both the yellow lamps will glow. Inner distant signal is normally
displaying yellow aspect through INR DIST DR back contact. When inner distant DR is picks up
Green aspect will be displayed by the signal. If DG lamp fuses, the signal is made to display
double yellow, through inner Distant DR front contact and DECR back contact path provided.
S-6
2A, C2A 1C, C1C
INNER
DISTANT DISTANT C-2 S-2 A/B/C Adv.
S-10 Starter
S-7 2B, C2B 1B, C1B
S-8
S-9 2C, C2C 1A, C1A
S-11 INNER
S-1 A/B/C C-1 DISTANT
DISTANT
S-5
Fig: 5.3 TYPICAL 3 ROAD STATION WITH MACLS
2 2 2 DID
B24 HR DR DECPR HHR N24
DID
DR
2 DID
HECPR DR DID
HHR
2 2 DID DID 2B
UECPR HECPR HHECR HECR NRR DD
DR
2 DID
DECPR DECPR
2 2 2A 2C 10 10 2B
HR UECPR UR UR DR DECPR NRR 2
DR
Fig 5.4 INNER DISTANT AND DISTANT SIGNAL CONTROL CIRCUIT
IRISET Page 32
INTRODUCTION
110/12 V
110/12 V
110/12 V
Fig 5.5 INNER DISTANT SIGNAL LAMP CONTROL CIRCUIT WITH LED LAMPS
Distant Signal: The normal aspect of this signal is double yellow. The both yellow lamps are lit
through DIST DR back contact and top yellow lamp glow when INR DIST HECR is picking up.
Distant signal shall have at least one yellow lamp burning. The DIST DR picks up only when
the train is either received on main line or run through on main line. HOME UECR back & HECR
front contacts and INR DIST HHECR, HECR front contacts along with 2B NRR front contact
proved to pick up Distant DR. There by Distant signal will display GREEN aspect.

110/12 V
110/12 V
110/12 V
Fig 5.6 DISTANT SIGNAL LAMP CONTROL CIRCUIT WITH LED LAMPS
The provision of Second Distant Signal has given more confidence to driver to run his
train at maximum permissible speed thereby improving punctuality along with enhanced level of
safety in train operation.
IRISET Page 34
INTRODUCTION
CHAPTER 6: LED SIGNAL UNITS

6.1 INTRODUCTION
Signals are provided to guide the rail engine driver for safe journey. Therefore, it is
necessary that signals display correct aspect. In colour light signalling territory, signal may go
"blank". A blank signal is a grave safety risk as it can cause confusion to the drivers and can
result in accidents if driver does not take action to control his train in time. Various CRS inquiry
reports have recommended that adequate protection against blank signal must be taken.
Railway Board have accepted the recommendations. Signal may go blank either due to failure
of signal lamp or due to interruption in power supply. At present, filament lamps light signals.
Rate life of lamp is only 1000 hours. Replacement of a signal lamp is not a simple work, as
focusing is to be checked and adjusted after replacement of each lamp. With increase in
signalling gears at most of the stations, signal technicians in general are not able to cope up
with the huge work of adjustment of focusing. To overcome these problems RDSO developed
LED Signal units, which has the life of not less than one lakh hours.
LED
SIGNAL
FIG : 6.1 LED SIGNAL
6.2 LED SIGNAL (Light Emitting Diode)
LED light sources are solid state p-n semiconductor devices. By doping substrate
material with different materials, a p-n junction is formed within the semiconductor crystal. The
dopant in the n region provides mobile negative charge carriers (electrons), while the dopant in
the p-region provides mobile positive charge carriers (holes). Within a semiconductor crystal,
when a forward voltage is applied to the p-n junction from the p-region to the n-region, the
charge carriers inject across the junction into a zone where they recombine and convert their
excess energy into light. The materials used at the junction determine the wavelength of the
emitted light. A clear or diffuse epoxy lens covers the semiconductor chip and seals the LED. It
also provides some optical control to the emitted light.
LEDs have been developed that have a luminous efficacy (lumens per watt) exceeding
that of incandescent lamps. However, the relatively small lumen package that is produced by a
single LED still means that dozens, if not hundreds, of LEDs must be used together to produce
even a modest amount of light.

LED SIGNAL UNITS
6.3 Salient features of LED Signal Unit
There is no Phantom effect
(a) LED lamp is Pre-focussed and do not need external lenses or periodic focussing.
(b) LED lamps are compatible with existing signal housings, hence can be retrofitted.
(c) Traffic hazards while bulbs are being changed by maintenance staff are eliminated.
(d) LED signals use less energy.
(e) DC power feeding to signals possible, thereby eliminating transformers.
(f) Wide voltage variation in power feed is tolerated.
(g) One design of ECR for all LED signal lamp application including shunt signal and
route indicator (universal ECR).
(h) Maintenance costs reduced, as they don't need frequent replacement. Only
occasional cleaning of transparent cover needed in dusty areas.
(i) Power factor of LED signal lamp shall be 0.8 or better.
6.4 CONSTRUCTION OF LED LAMP
6.4.1 LED Signal aspect unit
It comprises of a cluster of LEDs in series and parallel combinations. LEDs in a signal

aspect are arranged in more than one array so that in the event of failure of even a single LED,
whole unit does not become blank. LEDs in the arrays are interleaved so that effect of failure of
any array is spread out equally to maintain uniform visibility. All aspects (except route and
shunt) use two arrays for higher noise immunity and also provide the redundancy. LED’s in each
array are provided electrically independent path so that failure of any LED does not affect
operation of other LED and the same shown in fig No-6.3. The optical sensors are provided for
each aspect and output from optical sensors is given to the current regulator unit for corrective /
alarm action. A few LEDs in the signal unit are so arranged as to ensure near visibility of 5
meters so that the signal is clearly visible to a driver stopping at the foot of the signal.
FIG: 6.2 LED LAMP UNIT AND UNIVERSAL CURRENT REGULATOR
IRISET Page 36
LED SIGNAL ASPECT UNIT
Fig : 6.3 LED’S CONNECTED IN SERIES IN LED SIGNAL ASPECT UNIT
Optical Sensor
Fig : 6.4 LED SIGNAL ASPECT UNIT

In LED signal aspect unit number of LED’s used should not be less than 60 for RED and
YELLOW, 30 for GREEN main LED signal lighting unit,16 for Route and 13 for Shunt signal
lighting units. Variation from stipulated number shall be considered based on merits of the
design. Signal lighting unit shall not light up to 60 V. LED signals for use of road traffic shall be
used without ECR.

LED SIGNAL UNITS
6.4.2 Current regulator unit (CR)
LED is a current driven device therefore; LEDs clusters in a LED signal lamp are fed with
constant current irrespective of input voltage fluctuations by current regulator. It consists of
solid-state variable resistance controlled by feedback from sensors (current and voltage for
each array & optical sensor) and current regulator for each LED array.
If optical sensor detects signal blank / dim, it reduces the current less than ECR pick up
current to generate alarm and cut-off the aspect. (a). Limits the current to cause low current
alarm or (b) . Boosts the current to cause high current alarm.
LED signal unit housing is made either of mild steel sheet or of industrial grade plastic
like ABS or fibreglass. The front cover is made of CV stabilised polycarbonate dome. LED signal
unit is hermetically sealed in order to ensure that it is able to withstand the environmental
severity. A gasket made of EPDM (Ethylene propylene Diene Monomer)-20 rubber shall be
provided and pasted on the rim with the help of Anaerobic adhesive to the LED unit The
dimension of LED signal unit is such that it can fit securely in the existing CLS units without any
modification to them. An MOV or Gas discharge tube of rating 200V shall be provided at the
input terminals of CR to take care of power surges.
6.4.3 FUNCTIONAL REQUIREMENTS: The LED lamps should satisfy the following functional
requirements:
1 The colour coordinates of LED Red, Green and Lunar Class ‘C’ of BS:1376-1974
signal unit white aspect.
Yellow aspect. Class ‘B’ of BS:1376-1974
2 The visibility of each main 600 m in clear day light

aspect of LED signal unit
3 Visibility of Route indicator 400 m.
4 The minimum illumination of Red aspect. 50 Lux

LED signal units measured at a
distance of 1.5 metres in axial Yellow and Green 100 Lux
direction. aspect
5 LED signal lighting units display Main and Calling-On 125 mm diameter.
area. signals
Route and Shunt 85 mm diameter.
signals
IRISET Page 38
OPERATING PARAMETERS
6.5 OPERATING PARAMETERS
Calling-on Route Position Light

Parameter Main Signal
Signal Indicator Shunt Signal
Rated Voltage at
Input terminals of 110 VAC 110 VAC 110 VAC 110 VAC
C.R.
Wattage 15 W 15 W - -
Current at rated 140mA 25 mA 55 mA

150 mA
voltage per unit.
Lunar
Colour R/Y/G Yellow Lunar White
White
Note: Refer Specification No- RDSO/SPN/153/2011.
6.5.1 LED SIGNAL UNIT FUNCTIONS
Minimum A C immunity
Visibility
LED Signal unit Out put
S.No
600 m
RED 150 Lux
Main
Running YELLOW 175 Lux
signal
1 AC Noise immunity
GREEN 150 Lux 60 volts
Directional type 400 m

2 50 Lux,
route indicator
200 m
3 50 Lux,
Calling –on signal
4 30 Lux
Shunt signal
Note: Refer Specification No- RDSO/SPN/153/2011.

LED SIGNAL UNITS
6.6 Blanking & Non-Blanking failure modes of Main LED signal lighting units-
6.6.1 In blanking mode, a Main Signal Lighting Unit shall extinguish when input current drawn
by the current regulator falls outside specified limits of rated input current or illumination falls to
a value which is not less than 40% of nominal illumination due to a failure or any other reason.
In such case, current regulator should not draw input current more than 30 mA at maximum
rated voltage.
6.6.2 In non-blanking mode, a Main Signal Lighting Unit shall remain lit when input current
drawn by the current regulator falls outside specified limits of rated input current or illumination
falls to a value which is less than 40% of nominal illumination due to a failure or any other
reason. In such case, input current drawn by current regulator shall be limited to less than 40
mA to ensure dropping of ECR. Limit on input current shall apply when illumination has
deteriorated to a value, which is not less than 40% of nominal illumination.
6.7 Safety Considerations in Design of LED signal aspect as follows

6.7.1 Hardware failure
A filament lamp either draws current when lit or does not draw current when not lit.
Filament lamp fails only in open circuit mode while LED can fail in open or short or leaky mode.
Thus LED can draw current when it is lit as well as when it is not lit. Therefore following
conditions have been taken into account to make sure that LED signals fail on safe side:
(a) LED failing in short-circuit mode
(b) LED failing in open circuit mode
(c) LED failing in leaky mode
Design of LED array is such that with failure of one LED due to open circuit failure, no
other LED is affected in the LED array. Similarly, with failure of LED due to a short, other LED is
not affected and partial loss to the extent of that LED in the array (LED in series) takes place.
With open circuit failure of LED, the total array current will decrease and with short circuit
failure of LED, the total array current will increase. These two variations of array current are
monitored and used to generate alarm when LED fails. For leaky mode of failure of LED, an
optical detector is used to detect light output of the LED signal unit. When the light
output is below allowed level, alarm is generated along with switching "off" of the
aspect.
6.7.2 Colour of LED Signals
Indian Railways follow the BS: 1376:1974 standards. In this specification colours are
defined in X, Y, Z coordinates in terms of CIE Chromatically chart. X coordinate is analogous to
red, Y to green and Z to blue. The other colours are defined in terms of X Y, and Z coordinates
and represented by dominant wavelength on the periphery. The colours which do not lie on the
periphery of the CIE chart have to be necessarily defined by co-ordinates and for the purpose of
visual appearance to the eye are defined by dominant wavelength.
LED is a solid state device, and can fail in open or short or leaky mode. P-n junction of
LED is responsible for exhibition of colour. As there can be numerous stages of p- n junction
failure, it is essential to carry out the colour failure analysis of the LEDs to ensure that LED
signal failure take place on safe side.
IRISET Page 40
LED SIGNAL UNITS
6.7.3 Effect of voltage variation on LED colour
The LED aspect is fed through current regulator. Current remains constant to the LEDs
with input voltage variation in the specified range. Input voltage variation has no affect on light
emitted within the specified range of specification i.e. 90 to 130 VAC, with current regulator
working.
6.7.4 Effect of Current variation on LED colour
The variation of colour in LED aspect has been checked on all colours from cut-in
current till burnout current. Excessive current leads to primarily heating in the LEDs causing
ultimately reduction in light out put.
(a) Red aspect and green aspect have been found to be in their colour ranges, even in
the transient period of burnout.
(b) White aspect has been found to be in its colour range except during transient period
of burnout where it becomes momentarily blue at current above 180 mA (7.2 times
overdrive).
(c) Yellow aspect has been found to be in its colour range except it shifts towards Red
when current is in excess of 300 mA (about 2.4 times over drive). Its shift into Class
'A' red is momentary during transient period of burnout at current above 460 ma
(3.7 times over drive).
Therefore, there is no chance of change of colour on unsafe side due to increase in
current. At the transition stage when the colour of LED is trying to change, the LED gets burnt
out within milli-seconds.
6.7.5 Effect of Temperature on LED colour
Red, Green, Yellow and white aspects are found to be within their ranges within the
specified temperature range. Yellow aspect colour coordinate improves at higher temperature.
6.7.6 Effect of Aging on LED colour

The degradation in LED colour after 100000 hrs of continuous stress is approx. 5%.
Sealing of units reduces effect of moisture and further improves the performance. Thus LED
lamps are safe and shall not fail on unsafe side.
6.8 LED Signal units

LED Signal Unit, It is suitable for fitment in existing CLS units available in RE & Non-RE
areas.
(a) Main Signal - Red aspect, Yellow aspect, Green aspect.
(b) Calling on Signal.
(c) Route Indicator.
(d) Position Light Shunt Signal.
For LED signals, Common ECR for all types of signals helps in reducing number of
spares and hence spare parts cost.

LED SIGNAL UNITS
6.8.1 ECR for LED Signal Unit
(a) Universal Plug-in-type, tractive armature AC lamp proving relay is used.

(b) ECR pickup current = 108 mA / AC, 50Hz.
(c) ECR Drop away current = 72 mA / AC, 50Hz.
(d) This ECR withstands for a continuous current of 250 mA / AC 50Hz.
(e) Contact configuration: 4F-4B identically in A to D rows.
(f) Voltage drop across R1 and R2 is less than 10V @ 125 mA /AC (normal working
current).
6.8.2 Procedure to install Signal Aspect & Current Regulator
(a) Sticker provided may be put on the Current Regulator to indicate the selection.
(b) Remove both the lenses of the aspect.
(c) Remove the bulb holder, bulb & transformer.
(d) Install from the rear side the LED aspect on the four mounting screws of the roundel.
(e) Your Current regulator is Universal ,field selectable mode as follows:
(i) Lighting supply – AC
(ii) Universal ECR
(iii) Cascading mode – ON aspect: Non-Blanking, OFF aspect: Blanking
(f) Install Current Regulator on the mounting screws of Signal Transformer.
(g) Connect the 4 pin & 2 pin couplers of the current Regulator to the aspect.
6.8.3 Jumper Selections on Current Regulator.
Jumper selections to be made on Current Regulator to work as per site requirement. As

per manufacturer’s instructions jumper selections to be made for blanking/non blanking mode,
ECR selection etc.
6.8.4 ECR WORKING

(a) Main signal:
ECR should be pick up if aspect is fully glow and if aspect half glow and intensity
are 50% ECR should be picked-up at input rated voltage 88 to 132 VAC
(b) Shunt Signals:

ECR should pick up with two shunt LED signal lighting units in parallel & both lit
From 88 V to 132 V. ECR should drop when one shunt LED signal lighting unit is taken
out from circuit.
(c) Route Signals:

(i) Route ECR shall pick up (minimum 3-lamps lit).
(ii) Route ECR shall drop on 2-lamps lit.
IRISET Page 42
DO’s & DON’Ts FOR LED SIGNAL
DO’s and DON’Ts for LED Signal
DO’s DON’Ts
1. Use 600 mA fuse in signalling circuit. 1. Don’t leave loose connectors between
LED signal lighting unit and current
regulator. This may cause false
operation.
2. Select Blanking mode for OFF aspects 2. Don’t leave loose wires on input
and Non Blanking mode for ON aspects terminals of LED signal lighting unit and
in current regulator of Main LED signals. current regulator. This may cause false
operation.
3. Ensure all terminations in CT rack, 3. Don’t try to interchange connections of

Junction Box, LED signal lighting unit LED signal lighting unit, current
and current regulator are tight and clean. regulator.
4. Polycarbonate cover of LED signal 4. Don’t use fuse of more than 600 mA
lighting unit may be cleaned with soft and rating in signalling circuit.
anti static cloth periodically.
5. Check installation once a year by 5. Don’t try to give direct supply to the LED
disconnecting the interconnecting cable signal lighting unit of main signals.
between CR & LED signal lighting unit of
main signal to check audio-visual alarm
and correspondence of ECR.
6. Ensure up gradation / modification, if 6. Don’t carry current regulator by its

any, as advised by RDSO. cable.
7. Don’t carry hanging LED signal lighting

unit connected with current regulator.
8. Don’t insert or remove LED units when

system is ON.

AUTOMATIC COLOUR LIGHT SIGNALLING
CHAPTER 7: AUTOMATIC COLOUR LIGHT SIGNALLING

7.0 Introduction
Automatic Block Working is a system of train working in which movement of the trains is
controlled by the automatic stop signals. These signals are operated automatically by the
passage of trains into through and out of the automatic signalling sections. The following are
the essentials of Automatic Block System.
Where trains are worked on Automatic Block System: -
(a) The line is track circuited throughout its length and divided into a series of automatic
signalling sections each of which is governed by an Automatic Stop Signal.
(b) The movement of trains is controlled by stop signals, which are operated
automatically by the passage of train past the signals.
(c) No Automatic Signal assumes 'OFF' unless the line is clear not only upto the stop
signal ahead, but also an adequate distance beyond it.
The Automatic Signalling arrangement facilitates to Increase the Line capacity without any
additional Stations being constructed and maintained.
7.1 Adequate Distance or Overlap
The adequate distance referred to above, which may also be termed 'overlap’, shall not
be less than 120 metres unless otherwise directed by approved special instructions.
The first para of the essentials require the entire length of track to be track circuited for
providing automatic block working and divided into sections (as shown in Fig.7.1a) which are
called the Automatic Signalling Sections:-
202 204 206 208
AUTOMATIC
OVERLAP
SIGNALLING
120 Mts
SECTION
Fig: 7.1 (a) AUTOMATIC SIGNALLING SECTIONS
The automatic Signalling Section is defined as the portion of the running road between
any two consecutive automatic stop signals and each of these sections is protected by an
automatic stop signal. These automatic stop signals control the movement of trains into the
sections and operate automatically by the passage of train past the signals are per para (b) of
the essentials.
204 206 208
OVER LAP BERTHING

TRACK TRACK OVER LAP BERTHING
120 Mts TRACK TRACK
AUTOMATIC AUTOMATIC
SIGNALLING SECTION SIGNALLING SECTION
Fig: 7.1 (b) OVERLAP AND BERTHING TRACKS
IRISET Page 44
AUTOMATIC STOP SIGNAL
The Para (c) stipulates that an Automatic Stop Signal can assume OFF aspect only
when the line is clear not only upto the next signal but also an adequate distance beyond it.
This defines an overlap of 120 metres (minimum) in advance of every Automatic Signal to be
clear before the signal in rear can change its aspect from 'ON' to 'OFF' in addition to the
distance between the two signals. So it becomes necessary to define the end of overlap in
advances of every automatic stop signal and hence, the track circuit is bifurcated at 120 metres
from the signal as shown above and this 120 metres track is called the "overlap track" and the
remaining track length is called the "Berth Track" in each signalling section.
7.2 Automatic Stop Signal
General Description and Numbering: Automatic Stop Signals are multiple aspect colour light
signals and are either 3-aspect or 4-aspect as the case may be. These signals are numbered
serially, ODD numbers in one direction and even numbers in the other direction, for UP and
DOWN lines or vice versa Fig. 7.2(a). There is an attempt at numbering the automatic signals
according to their location with respect to the kilometrage. This requires a code consisting of a
group of digits in which the first group of digits indicates the kilometre number last digit indicate
the traction pole at which the signal is located. For example 1771 means the automatic signal
located at 1st traction pole between 177 and 178 kilometre. For distinguishing UP and DN
signals the last digit can be made ODD in one direction and EVEN in the other approximate to
the nearest traction poles.
The method of numbering helps in easy identification and location of signal by

maintenance staff in case of failure without referring to a layout plan. But this numbering
becomes cumbersome for track circuit which are to be numbered according to the Automatic
Signal governing that section. An example is illustrated in Fig. 7.2 (b). In quadruple line as
there are 2 UP and DOWN lines, it becomes essential to identify each line by suffixing or
prefixing alphabet to indicate 'Local' or 'through' and 'slow' or 'Fast' lines. This is in addition to
the convention of using odd numbers for one direction of traffic and even numbers for the other
direction. An example is given in Fig.7.2 (c). If the lines extend to two different destinations,
alphabets corresponding to the first letter of the destination station or the name of the section
may be used.
1 3 5 7
UP
DN
2 4 6 8
Fig: 7.2 (a)

Km 176.847
120m
807 m
1771 1779
A
1771T 1771 AT 1771 BT 1771 CT 1779T
DN MAIN
UP MAIN
1772T 1780 BT 1780 AT 1780T
A
A
1772 760 m 1780
Fig: 7.2 (b)

101 F 105 F 109 F
FAST
102 F 106 F
103 S 107 S 111 S
SLOW
104 S 108 S
Fig: 7.2 (c) NUMBERING OF AUTOMATIC SIGNALS
7.3 Track Circuits
Arrangements and Numbering: The track circuiting between any two automatic signals follows
the principle of "Overlap" and "berth track" as explained earlier. The overlap track circuit is
normally of 120 meters length. Since this track is included in the control of the automatic signal
in rear, its condition has to be repeated at the location of the rear signal.
204 206
OVER LAP BERTH TRACK
Fig: 7.3 (a) BERTH TRACK CIRCUIT

The length of berth track depends upon the distance between two automatic signals. If it
cannot be made into one track circuit, it can be divided into two or more track circuits. The type
of track circuits can be DC (Neutral or Polarised) or AC and single rail or double rail (with 2 or 3
position) relay as the case may be to suit the local conditions taking into consideration the type
of electric traction if present. In case of DC traction arise, double rail AC track circuits with 50
cycles per second supply can be used including impedance bonds for traction return. In case of
AC 25 KV electrification, one of the following types of tracks circuits can be used:-
(a) DC single rail track circuits.
(b) Electronic track circuits like JEUMONT, specially where the track circuits have to be
compatible for both DC and AC traction with impedance bonds.
(c) Joint less track circuits (AFTC)
The track circuits within the automatic signalling section carry the number of the
Automatic Signal governing the movements over them. But to differentiate between the track
number of each track in the berth section, e.g., A,B,C, etc., as shown in Fig.7.3. (b).
IRISET Page 46
AUTOMATIC SIGNAL CONTROL CIRCUITS
3 5
3T 3 AT 3 BT 3 CT 3 DT 5T
Fig 7.3 (b) TRACK CIRCUIT NUMBERING BY ALPHABETICAL ORDER
3 5
3T 3T1 3T2 3T3 3T4 5T
Fig 7.3 (c) TRACK CIRCUIT NUMBERING BY NUMERICAL ORDER
Instead of using the alphabetical prefixes, tracks can also be numbered serially 1,2,3 etc
as shown in Fig.6.3.(c).
7.4 Automatic Signal Control Circuits
The following layout illustrates the arrangement of track circuits and automatic stop
signals of three consecutive sections in one direction. Each of the signalling sections having
one overlap track and atleast one berth track. Fig.7.4(a).
Normally when the entire section is clear all the automatic signals will display clear
aspect (Green). When a train passes a signal (say signal 1) the signal is replaced to danger
(red) automatically. After the train clears the section upto the next signal (Signal 3) and an
overlap 3T) in advance of its, the signal will change its aspect automatically from danger (Red)
to caution (yellow) and as the train clears two sections ahead (upto signals 5) and the overlap
(5T) the signal (No.1) will change its aspect from caution (yellow) to clear (green) automatically.
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
Fig 7.4 (a)

SIGNAL SIGNAL SIGNAL

TRAIN ON 1 TR 1A TR 3 TR 3A TR 5 TR 5A TR
No: 1 No: 3 No: 5
1 1T R G G
2 1T & 1 AT R G G
3 1 AT R G G
4 1 AT & 3T R R G
5 3T R R G
6 3T & 3 AT R R G
7 3 AT Y R G
8 3 AT & 5T Y R R
9 5T Y R R
10 5T & 5 AT Y R R
11 5 AT G Y R
Fig 7.4 (b)
The same principles are illustrated by the table and the diagrams in which the sequence
of track occupation and change of aspects with the movement of train is indicated in the order in
which they occur. From the table Fig.7.4 (b) and diagram Fig. 7.4 (c), it is clear that when the
tracks 1T. 1AT and 3T are clear, signal No.1 will display caution and if tracks 1T, 1AT, 3T, 3AT
and 5T are clear, then signal No.1 will display clear aspect.
The same sequence will follow for other signals also. But at the same time if track 3T,
3AT and 5T are clear, signal No.3 will display caution and hence, if signal No.3 is displaying
caution, then signal No.1 can display clear aspect provided 1T, 1AT and 3T are clear. If signal
No.3 changes from caution to clear aspect then also signal No.1 must display clear aspect
provided 1T, 1AT and 3T are clear.
So, the aspect control of Signal No.1 will be as follows: -
If,
(a) 1TR, 1ATR and 3T picked up, then signal No.1 displays caution if signal No.3 is
displaying Red.
(b) Signal No.3 is displaying caution or clear then signal No.1 displays clear (When 1TR,
1ATR and 3TR pick up condition).
IRISET Page 48
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
1
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
2
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
3
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
4
1 3 5
Page 49
1T 1 AT 3T 3 AT 5T 5 AT
5
Fig: 7.4 (c)

1 3 5
1 AT 3T 3 AT 5T
1T 5 AT
6
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
7
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
8
1 3 5
1T 1 AT 3T 3 AT 5T 5 AT
9
(S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

ASPECT CONTROL OF SIGNAL No1
7.5 Four-Aspect Automatic Signalling
Generally when the automatic signals are provided with distance between the signals
not less than breaking distance, then 3-aspect signals will serve the purpose. But if the distance
between two consecutive signals is less than breaking distance On account of stations being
very close or to improve the section capacity by reducing the headway between trains and
reducing the automatic signalling sections, then the automatic signals have to be provided with
4 aspects. In this case, the sequence of aspects, when a train passes a signal is Red, Yellow,
double Yellow and Green as the train occupies the section after passing a signal and clearing
one section, two sections and 3 sections ahead of the signal respectively. The arrangement of
signalling is shown in Fig.7.5 (a).
1 3 5 7
1T 1 AT 3T 3 AT 5T 5 AT 7T 7 AT
Fig 7.5 (a)
When a train passes signal No.7 and is occupying the section 7AT then signal No.7
displays Red (danger) and the signals in rear display the aspects as indicated below: -
Signal No.5 - Yellow (Caution)
Signal No.3 - Double Yellow (Attention)
Signal No.1 - Green (Clear)
G YY YY Y R
1 3 5 7 9
Less than Breaking Distance
Equal to or Greater than Breaking Distance
Fig 7.5 (b)

As these signals have one, two and three sections ahead clear. In this system of 4 aspects
signalling, it is customary to ensure that the distance between the signal displaying red and a
signal displaying caution aspect is at least equal to breaking distance. If this distance is not
available then SEM part I Para 7.33.2 has to be followed.
Automatic Signal Circuits
1 3 5 7 9
A
A
1T 1AT 3T 3AT 5T 5AT 7T 7AT 9T
10T 8AT 8T 6AT 6T 4AT 4T 2AT 2T

A
10 8 6 4 2
A
Fig 7.6 (a)

IRISET Page 50
CONTROLLING CIRCUIT FOR SIGNAL No 1
B24 3 TPR 3 RECR N24

3
3 GECR
HECR
3
HHECR
3
DECR
3
B24
HECR N24
3
3 ECPR1
HHECR
3
DECR
3 3 3
B24
HECR HHECR ECPR1 N24
3
3 ECPR2
DECR
3 GECR pick up condition proves Signal not blank and its front contact proved in HR circuit of
rear signal (Red Lamp Protection).
Fig 7.6 (b)
Controlling Circuit for Signal No 1
3 GECR relay picks up when it is displaying any one of the aspects namely Green,
Double yellow, Yellow or Red. This relay is repeated as 3GECPR relay at signal No.1 location.
3GECPR relay pick up contact is proved in I HYR and 1 HR circuits, to prove Red lamp
protection for signal No.3.
3 ECPR1 picks up when Signal No.3 is displaying any one of the OFF aspects namely
Green, Attention aspect or Caution aspect Yellow. This relay Pick up contact is used to control
1HHR for proving signal No.3 Attention Aspect.
3 ECPR2 picks up when it is displaying either Green or Double yellow aspect. This relay
Pick up contact along with 3 ECPR1 are used to control 1DR relay for displaying clear aspect.

SIGNAL-1 SIGNAL-3
3
GECPR B24
1
HYR
AHEAD SIGNAL 3
NOT BLANK GECPR N24
1 3 3
HR ECPR1 HR
1
AHEAD SIGNAL HHR

1 3 3
IS 'Y' & HR ECPR1 HR
SECTION IS CLEAR
1 3
HHR ECPR2
1
AHEAD SIGNAL DR
1 3
IS 'YY' OR 'G' ECPR2
HHR
& SECTION IS CLEAR
1 1 1 1 1 1 1A 1
N24 DECR HHECR ECPR2 HECR ECPR1 HYR TPR TPR B24
1
HR
1
HR
Fig 7.6 (c)
When 3 GECR relay picks up at signal No.3 location, proving Sig No.3 is displaying any
aspect and 3TPR is up there by 1HYR relay at Sig No.1 location will pick up. With 1HYR relay
pick up 1HR relay will pick up proving 1TPR. 1ATPR up and signal No.1 OFF aspect lamp
proving relays are down that is 1 DECR ,1HHECR ,1HECR along with 1ECPR1 and 1ECPR2 is
down makes 1HR to pick up, it has a stick path with its own front contact by passing 1DECR,
1HHECR,1HECR,ECPR1 and ECPR2.
Once 1HR is up, proving ahead signal No.3 HR and 3ECPR1 are up thereby 1HHR
relay picks up. By proving 3HR, 3ECPR1 and 3ECPR2 pick up contacts 1DR will pick up.
All three controlling relays of signal No.1 HR, HHR and DR remain picked up when the
entire section is clear. As soon as train passes signal No.1, 1HR will drop and replaces the
signal No.1 to danger.
IRISET Page 52
CASCADING ARRANGEMENT
1 1 1
BX110 HR HHR DR
C
R
1 1 1 HHG
NX110 HR HHR DR 1
HHECR
1
DR
C
R
1 DG
DR 1
DECR
1
DR
C
R
1
DR HG
1
HECR
1
BX110 HR
C
R
1
NX110 HR RG
1
RECR
Fig 7.6 (d)

FOUR ASPECT AUTOMATIC SIGNAL LAMP CONTROL CIRCUIT
When train clears one section ahead including overlap, 1HR will pick up but 1HHR and 1DR will
drop as the signal No.3 in advance displaying Red. Through HR pick up the signal No1 will
change its aspects from Red to Yellow.
When signal No.3 in advance changes its aspects to Yellow, then 1HHR will pick up in
signal No.1 location and changes signal No.1 aspect from Yellow to Double Yellow through 1
HR and 1HHR pick up contacts.
Similarly if the signal No.3 in advance changes from Yellow to Double Yellow and
subsequently to Green , then 1DR will pick up in rear signal location then signal No.1 changes
its aspect to Green through 1HR, 1HHR and 1DR pick up contacts.
7.6 CASCADING (Cutting in) Arrangement
Whenever the lamp fuses with the signal displaying a particular aspect, then the signal
becomes blank and there is a chance that the driver may miss the blank signal and overshoot.
Even if the driver observes the signal, the signal with no light has to be treated as a defective
signal and General Rules 3.74 will have to be observed.
This will have a deleterious effect on capacity, so if a lamp of clear aspect fuses the
signal should display a more restrictive aspect than no light which is equivalent to 'Red'.

To avoid these conditions, an arrangement in the lamp control circuit can be adopted in
such a way that if a lamp fuses the signal can be restored to a more restrictive aspect. if green
lamp fuses (when signal is displaying clear aspect) then the signal is restored to double yellow,
when one yellow fails, the other will remain in case of attention and if both yellows of attention
or single yellow of caution fails, the signal is restored to more restrictive aspect ( danger) . This
arrangement is called the "cascading (cutting-in) arrangement".
In 4-aspect automatic signalling arrangements can be provided to restore the signal to a

more restrictive aspect when a less restrictive aspect fails due to lamp fusing etc. The circuit
shown in dotted line shows the "cascading" arrangement in such a way that when Green lamp
fuses, the signal is restored to double yellow, when one yellow fails, the other will remain in
case of attention and if both yellows of attention or single yellow of caution fails, the signal is
restored to danger. .
1 1
DR DECR
1 1
BX110 HR HHR DR
1 1
DR DECR C
R
1 1
HHG
NX110 HR HHR DR 1
HHECR
1
DR
C
R
1
DG
DR 1
1 1 DECR
DR DECR
1
DR
1 1
DR DECR C
R
HG
DR 1
HECR
1
BX110 HR
1 1 1
HECR HHECR DECR C
R
1 RG
NX110 HR 1
1 1 1 RECR
HECR HHECR DECR
Fig 7.7 FOUR ASPECT AUTOMATIC SIGNAL LAMP CONTROL CIRCUIT (Cascading)
IRISET Page 54
RED LAMP PROTECTION
7.7 Red Lamp Protection
The above 'cascading' arrangement is safeguarding the signal from going blank when
the lamp for green or yellow aspect fuses by automatically restoring the signal to a more
restrictive aspect. But when red lamp in the automatic signal fails, the cutting in arrangement
cannot restore the signal to a more restrictive aspect, as there is no other restrictive aspect than
Red in the signal. Hence, the signal goes blank aspects not in a position to protect the
automatic signal section especially when a train occupies this section.
Under these conditions, the usual practice is to force the rear signal to danger so that it
assumes the protection of not only its section, but also the section in advance and as a result
the rear signal will remain at red till the train clears two sections ahead.
S-1 S-3
1T 1 AT 3T
B24 3 TPR 3 RECR N24

3
3 GECR
HECR
3
HHECR
3
DECR
3
GECR B24
3
GECPR
3
GECR N24
3
B24 GECPR N24
1
HYR
1 1A 1
B24 TPR TPR HYR N24
1
HR
Fig 7.8
In this method, the lamp checking relays (3 RECR/HECR/DECR) front contacts are
included in series with 3TPR front contact, to pickup 3 GECR relay when it is displaying any one
of the OFF aspects. This relay is repeated as 3GECPR relay at signal No.1 location. 3 GECPR
relay pick up contact is proved in 1HYR, and 1HYR pickup contact in 1HR relay circuits, to
prove Red lamp protection for signal No.3.
When the entire section is clear Automatic signal will display clear aspect. If automatic
signal No.3 is not displaying red with the train in its section due to lamp failure, then red lamp
checking relay (3RECR↓) drop causes to drop 3GECR. The 3GECR dropping in turn causes to
drop 1HYR,and 1HYR causes 1HR to drop. There by signal No-1 display Red .But when the
section is clear and the automatic signal No-3 is displaying yellow or green then the signal in
rear can also display green. So, 3 HECR and 3 DECR front contacts are provided to bypass 3
RECR contact so that when signal No.3 is displaying any OFF aspect there by 3GECR
energised causing signal No.1 to display respective OFF aspect.

ANNEXURE-1
ANNEXURE - 1
SIGNAL TUBULAR POST AND BASE
1. A signal post consists of a tube of section 140 mm outer diameter, having each a
thickness of 5 to 9mm.The height of signal post is 3.5M, 4.5M, 5.5Meters. The
maximum height is about 10.5M.
2. Signal Base is made of cast iron and dia 160 mm. The height of the base is 550mm.
3. When a fixed signal is not in use, it shall be distinguished by two crossed bars, each
bar being not less than one metre long and 10 centimetres wide, as illustrated below:-
4. Foundation for signal post should be of cement concrete in the ratio of 1:3:6 using
stone Ballast of 25 X25 mm size.
5. Signal Ladders are provided on all signal posts. If any part of signal fittings e.g. ladder
erected at distance of less than 2360 mm from centre of adjacent track, it should be
blanked off to a height of 300 mm between 2060 mm and 2360 mm about rail level.
SCHEDULE OF MAINTENANCE
S. No. Description Technician JE/SE SSE

1 Check the cleanliness of Lenses, Housing Fortnightly Monthly Quarterly
shall be kept clean
2 Check the lamps are replaced as per Fortnightly Monthly Quarterly
extent instructions
3 Check the lamps are working at 90% of Fortnightly Monthly Quarterly
rated Voltage
4 Check the lamps used are tested prior to Fortnightly Monthly Quarterly
replacement
5 Check the bulbs are seated properly Fortnightly Monthly Quarterly
6 Check the focusing of signals Monthly Monthly Quarterly
7 Check all adjusting nuts are properly Fortnightly Monthly Quarterly
tighten
IRISET Page 56
DO’S & DON’TS
DO’S AND DON’TS

DO s
(a) please ensure signal post is plumb.
(b) Ensure proper focusing of signal before it is put in service.
(c) Carry out pre-heat test the signal lamps before they are provided on the signal.
(d) Avoid any bright light in rear of the signal. If unavoidable, provide sheet to obstruct
false light to have clear visibility of signal.
(e) Proper gasketing of signal units, calling-on units, A-markers etc should be done to
avoid phantom indications.
DON’T s
(a) Never keep un-commissioned signal unit facing approaching train without cross.
(b) Never open the rear cover in face of approaching train for doing adjustments.
(c) Never commission green aspect LED in blanking mode.

REVIEW QUESTIONS
REVIEW QUESTIONS
Subjective questions
1. Write advantages of CLS over semaphore signals.

2. Prepare signal Indication circuit with L&H type current transformers.
3. Prepare Signal aspect control circuit for 2 aspect/3 aspect signal and discuss in detail.
4. Write short noted on triple pole lamps.
5. Prepare MECR Buzzer circuit and Explain.
6. Write short notes on Double Distant Signal.
7. What is cascading/cutting-in arrangement? Prepare lamp controlling circuit of 2/3 aspect

signals with cascading arrangement?
8. What is Red Lamp protection? Explain Red lamp protection circuit.
9. Write short notes on the followings7
(a) LED Signal unit (b) Universal current Regulator (c) Advantages of LED Signals over
Conventional CLS.
Objective questions
1. When cascading is used in aspect control circuit them signal lamp to be used is/are--------(d)
a) SL18 b) SL21 c) SL35 d) a&c both
2. The signal lamp terminal voltage shall not be more than ------------- of rated voltage.(a)
a) 90% b) 98 % c) 80 % d) 12 %
3. The proceed aspect is displayed in four aspect automatic section when ________ automatic
sections ahead and overlap are clear.(b)
a) 4 b) 3 c) 5 d) 2
4. The signal lamps are triple pin lamp to avoid ---------------- (b)
a) Lamp theft b) out of focus after replacement of lamp c) use for domestic purpose
d) loose grip
5. The no load current of signal transformer shall not be more than ------------------ (d)
a) 5 mAmp b) 15 Amp c) 40 mAmp d) 15 mAmp
6. The power ratting of signal transformer is ------------------- (b)

a) 400VA b) 40VA c) 4KVA d) 40KVA
7. The tapping on secondary side of signal transformer is/are ------------------- (d)

a) 13 volt b) 14.5 volt c) 16 volt d) a,b &c
8. When MECR & Signal transformer are placed in side two aspect unit then number of cable
conductors required in tail cable (with double cutting) are ---------------------- (b)
a) 10 b) 8 c) 12 d) 6
IRISET Page 58
REVIEW QUESTIONS
9. Lamp to be used in ON aspect of signal is/are (a)

a) SL21 b) SL35A c) SL35B d) a & c
10. When Distant in double distant territory displays proceed aspect then indicates ------ (d)
a) Run through on main line b) run through on loop line
c) Train going to be received on main line b. d) a & c
11. When inner Distant in double distant territory displays proceed aspect then indicates ----(a)
a) Run through on main line b) run through on loop line
c) Train going to be received on main line band. d) a & b
12. Red lamp protection provided to----------------------- (a)

a) Protect blank signal b) prevent blanking of signal
c) Replacement of signal to ON d) a & b both
13. ------------------------------ECR can be used for LED AC signal. (d)

a) Conventional ECR b) LED AC ECR c) LED ECR d) a & b
14. Normal working voltage of LED signal unit is / are ----------------- (a)
a) 110 volt AC b) 110 volt DC c) 230 AC d) None
15. __________ relay back contact shall be provided across DR back contact to ensure
cascading arrangement in 3- aspect signal circuit. (b)
a) HECR b) DECR c) RECR d) HR
Match the Following:
1. SL-5 (e) a) 12 V / 33 W
2. SL –17 (d) b) 12 V / 24 W
3. SL – 21 (c) c) 12 V / 24 W & 16 V / 12 W
4. SL – 35 A (b) d) 12 V / 4 W
5. SL – 35 B (a) e) None

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S 10

COLOUR LIGHT AND AUTOMATIC SIGNALLING

VISION : TO MAKE IRISET AN INSTITUTE OF

MISSION : TO ENHANCE QUALITY AND INCREASE

The Material Presented in this IRISET Notes is for guidance

INSTITUTE INDIAN RAILWAYS OF

1 Multiple Unit Colour Light Signal 1

2 Signal Aspect Control Circuit 15

3 Signal Indication Circuits 20

4 Triple Pole Lamps 24

5 Inner Distant Signal 30

6 LED Signal Units 35

7 Automatic Colour Light Signalling 44

Checked By IOS-3, JE (D), LS2, PS-1

CHAPTER 1: MULTIPLE UNIT COLOUR LIGHT SIGNAL

1.2 Advantages over Semaphore Signals

(a) The same aspect is displayed both by day and night.

The disadvantages of colour light signals are: -

Page 1 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

CABLE TERMINATION BOX

Fig.1.1 (a) 3-ASPECT - MACLS UNIT

Fig.1.1 (b) SIGNAL COLOUR LIGHT-MULTI UNIT TYPE

Page 3 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

Focus the aspect lamps as per the procedure explained below:

Each CLS unit consists of

(a) Lens arrangement,

(a) Reduced variation in thickness, which reduces the light absorption.

Page 5 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

OUTER STEPED LENS

1.5.2 Types of Multi-Unit Signals: -

Sl. DIAMETER NOMINAL

1.6 Lamps Used for Colour Light Signals

Fig: 1.2 (c) TUNGSTEN FILAMENT

Page 7 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

100 PERCENT LIFE

Fig: 1.3 (c) FILAMENT CONNECTED IN PARALLEL

PLAN FROM TOP OF BULBS, CAP DOWN

Fig: 1.3 (d) ILLUSTRATIONS OF LAMPS NOS. SL -17, 21 and 22

Sl. Type of Light output

3. SL 21 Main filament 12 V / 24 W, Auxiliary filament 16 V / 12 W 230 lumens

Page 9 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

DOUBLE TRIPLE POLE

Fig: 1.4 (c) SCHEMATIC WIRING DIAGRAM

Table-1 Dimensions of Signalling Lamps (B.S. Specification No.469)

Signal and point Indication

Illuminated diagrams and

Page 11 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

Table-1 Dimensions of Signalling Lamps (B.S. Specification No.469)

*SL 33 Position light junction 110 25 -

Multi lamp type Route indicator

*SL 18 Multi Aspect colour light Signal 12 24 -

Sl. RATING Specified

(a) Lamps must be replaced with similar lamps.

Records of Signal lamp failure

Signal lamp failure should be maintained as under given table:

S.No Type of Signal Lot no. Lamp testing Voltage on Lamp

1.7 Signal Transformer (IRS: S 59)

Page 13 (S-10) COLOUR LIGHT & AUTOMATIC SIGNALLING

Signal Transformer (110/12, 40 VA)

Fig: 1.6 TYPICAL CIRCUIT DIAGRAM

Transformer rating is 110 V / 12 VAC, 40 VA, 50Hz. Minimum capacity of the

No load voltage – Full load voltage

(a) IRS type (IRS: S-59). It is having tapping on secondary winding.